Railway-signaling system



Jan. 27, 1931. SPRAY RAILWAY SIGNALING SYSTEM Filed April 22, 1929 2 Sheets-Sheet 1 NN N am m R o T N E v m a r P A Jan. 27, 1931. L; E. SPRAY RAILWAY SiGNALING SYSTEM 2 Shets-Sheet 2 Filed April 22, 1929 Patented-Ian. 27, 1931 UNITED STATES,

PATENT OFFEQVE LESTER n. SPRAY, or WILKINSBURG, PEN SYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, or swIssvALn, PENNSYLVANIA, A ooaron 'rIoN or PENNSYLVANIA RAILWAY-SIGNALING SYSTEM Application filed April 22,

My invention relates to railway signaling systems of the type involving light signals. One feature of my invention is the provision of means for preventing a signal from momentarily giving a proceed indication when the indication. should change from stop to caution, and another feature of my invent ion is the provision of means for preventing a signal from momentarily giving the stop indication when the indication should change from caution to proceed or vice Versa. I will describe four forms of signaling systems embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a iagrammaiic' view showing one form of signaling systemembodying my invention. Figs. 2, Sand 4 are views showing modifications of the system shown in Fig. 1 and also embodying my invention. e Similar reference characters refer to simi lar parts in each of the several views. 7 i Referring first to Fig. 1, the reference characters 10 and 10 designate the track rails of a stretch of railway track along which traffic normally moves in the direction indicated by the arrow. These rails are divided by insulated oints 5 into blocks'1'2, 23, 34,

etc, and, as here shown, each block is further divided by insulated oints 5 to form two track sections, such as 1 1? and 1 '2. Each track section is provided with a track circuit comprising a battery 37 connected with the rails adjacent one end of the'section, and a track relay connected with the rails adjacent the other end of the section and designated by the reference character T with a distinguishing exponent.

Locatedadja'cent the entrance end of each block is a signal designated by the reference character S with an exponent corresponding to the location. Each signal is of the light type, and, as here shown, is of what is known as the searchlighttype of signal. Each of these signals comprises a member 6 mounted to oscillate and controlled by two'windings 7 and 8. The member 6 carries three roundels G, R andY, arranged to co -operate with 0 an electric lamp C in such manner that'whcn 1929. Serial No. 356,908.

the member 6 i-s in its middle position, to which it is biased, roundel R is in front of the lamp C, whereas when the member 6 is swung to the left'or to the right, roundel Y or roundel G is placed in front of the lamp C. As shown'in the drawing, the lamp C is' signal is in its stop position both contacts are open, when the signal is in iiscaution position contact 9 is closed and 9 is open, where as when the-signal is in its proceed position, contact 9 is closed and 9 is open. A signal of the type thus described is disclosed and claimed in re-issue Letters Patent of the Unit ed States No. 14,940, granted .to Eli J. Blake onAugust 31, 1920.

Associated with each signal S is an appreach lighting relay A, and an auxiliary relay P which, as here shown, is a pole changing relay. Relay P is constructed to be slow releasing so that it will not open its front contacts when the associated signal changes from the caution to'the proceed position or conversely.

WVinding 7 of each signal S is constantly supplied with current from a suitable source such, for example, as a battery which is not shown in the drawing, but the terminals of which are designated B and O. The other winding 8 of each signal is controlled by the track relays for the corresponding block, andalso by the relays A and P for the block next in advance. Referring to signal S, for example, the circuit for winding 8 is from terminal 13, through the winding of relay AF, front point of contact 13 of relay P contact 11 of track relay TZcontact 11 of track relay T winding 8 of signal S and the front point of contact 14 of relay P to terminal 0. Relay P being energized, current of what I will term normal polarity is supplied to winding 8 of signal S and this signal is then in its proceed position. When relay P is deenergized, current of reverse polarity is supplied to Winding 8 and the signal then changes to its caution position.

The circuit for relay P is from terminal B, through front contact 22 of relay A contact 12 of track relay T contact 9 or W of signal S and the winding of relay P to terminal 0.

Each signal lamp C is controlled by a back contact of the associated approach lighting relay A. Referring to signal S for example, the circuit for lamp C is from terminal B, through back contact 16 of relay A and the lamp C to terminal 0. It follows that each signal lamp is extinguishedexce 'it when the associated approach lighting relay is deenergized.

As shown in the drawing, track section 33 is occupied by a train lV, so that track relay T is de-energized, with the result that winding 8 of signal S is de-energized, so that this signal is in its stop position. Relay P is likewise de-energized because its circuit is open at contact 12 of track relay T and also at the contacts 9 on signal S so that current of reverse polarity is supplied to winding 8 of signal S with the result that this signal is in its caution position. Relay P is therefore energized, so that current of normal polarity is supplied to winding 8 of signal S with the result that this signal is in its proceed position.

ll hen the train 2V passes into track section 3l, track relay T will become energized and track relay T will become de-energized, so that no change will occur in the conditions of the signals or of relays A and P. hen the train passes point l, however, track relay T will become de-energized and track relay T will become energized, so taat cu rent of reverse'polarity will be supplied to winding 8 of signal S, with the result that this signal will change to the caution position. At this point it should be noted that the circuit for relay P includes a front contact 22 of the approach lighting relay A In the event of a light engine passing point a at high speed, it is possible for track relay T to close at the same moment that track relay T opens, and in the absence of contact 22 from the cir cuit for relay P it might be possible for the latter relay to remain closed for a brief interval after track relay T closes, in which event signal S would momentarily assume its proceed position before changing to the caution position. By including contact 22 in the circuit for relay P however, the latter relay becomes de-energized as soon as a train enters block 3--4, because the circuit for relay A is opened at contact 11 of track relay T and so when a light engine or a train passes point 4, relay P is already de-cnergized and therefore signa S will change from the stop to the caution position without momentarily assuming its proceed position.

Relay P will remain de-energiz-zed as long as the train occupies the block to the right of point 4c, because both contacts 9 and 9 of signal S are open. \Vhen the train passes out of such block, signal S will change to the caution position, so that contact 9 will become closed, with the result that relay P will become energized and signal S will then change to the proceed position.

Referring now to 2, the track circuits and signals shown in this View are the same as in Fig. 1, but winding 8 of each signal is controlled locally by a signal relay designated by the reference character L with an exponent corresponding to the location. Referring to relay L for example, and assuming that the parts are in the positions shown in the drawing, the circuit for this relay is from terminal B, through the winding of approach lighting relay A front point of contact 32 of track relay T front point of contact 34: of relay P contacts 11 of track relays T and T winding of relay L front point of contact 35 of relay P and front point of contact 83 of track relay T to terminal 0. Relay P is energized by its circuit passing from terminal B, through contact 27 of relay L contact W of signal S and the winding of relay P to terminal 0. Relay P being energized, current of normal polarity is supplied to line relay L When relay P is de-energized, the circuit is the same as before, except that the pole changing contacts 3% and 35 of this relay will reverse the polarity of the current supplied to relay L hen relay L is energized in the normal direction, winding 8 of signal S is also energized in the normal direction, the circuit being from terminal B, through neutral contact 28, polar contact 29, winding 8 and polar contact 30 to terminal O. \Vhen relay L is energized in the reverse direction, the circuit for winding 8 is from terminal B, through neutral contact 28, polar contact 30, winding 8 and polar contact 29 to terminal 0. These circuits are so arranged that winding 8 is energized in the normal or reverse direction according as the relay L is energized in the normal or the reverse direction, so that signal S is in its proceed or caution position according as relay L is energized in the normal or the reverse direction. The circuits for winding 8 are provided with a shunt around neutral contact 28 of relay L which shunt includes front contact 31 of relay P The purpose of this shunt will appear hereinafter.

Vhen track relay T is de-energized, an auxiliary circuit for relay L is closed, which circuitpasses from. terminal B, through the winding of relays i back contact 32 of track relay T Winding of relay L contacts 11 LED oftrack relays T 'and T back point of contact 33 of track relay T to terminal 0. When thiscircuit is closed, current of reverse polarity is supplied to relay L regardless of the condition of pole changing relay-P Lamp of each signal is controlled by a back contact 16 of the associatedapproach lighting relay A as shown in Fig. 1.

As shown in the drawing, section 3+3 is occupied by train W, so that track relay T is (lG-QDGI'glZGCl, with the result that relay L is de-energi'zed, and signal S is in its stop position. Current of reverse polarity is supplied to relay L through the back points of contacts 32 and 33 of track relay T so that signal S is in its caution position. Relay P being energized, current ofnormal polarity is supplied to relay L so that signal S is in its proceed position. When train W passes point 4, track relay T will close and track relay T" will" open. The opening of track relay 'T will cause signal Srto display the stop indication, but relay P being slow acting in character will remain closed for a short interval of time, so that in the absence of preventative means relay L might be energized in the normal direction for a brief interval of'time, with the result that signal S might momentarily assume the proceed position'before changing to the caution position. To prevent this, I have provided the branch path including the back points of contacts 32 and 33- of track.

relay T for the circuit of relay U, by virtue of which relay L becomes energized in th'e reverse direction immediately upon the opening of track relay T". It follows that signal S will change from the stop to the caution position without momentarily assuming'the proceed position. 1 V

When the train passes out of the'block to the right of point 4, relay P will become energized, thereby reversing the polarity of the current supplied to relay L. This will cause the neutral contacts of relay L to open momentarily while the polar armature of relay L is reversing, with the result, that sig nal S might momentarily assume the stop position prior to assumingthe proceed position. To prevent this, Ihave provided the shunt, hereinbefore referred to, around neutral contact 28 of relay L which shunt includes front contact 31 of relay P During the time that the neutral contact 28 of relay L is open, the circuit for winding 8 of signal S is maintained through contact 31 of relay P with the result that this signal changes directly from the caution position to the proceed position Without momentarily assuming the stop position. I

Referring now to Fig. 3, the track circuits and the signals are the same as in Fig. 1, but in Fig. 3 each signal-is controlled by a home relay H and a distant relay D. Referring to signal S for example, the circuit for home relay H is from terminal B, through the winding of approach lighting relay A contact 11 of track relay T9, contact 11 of track relay T and the winding of relay H to terminal 0. It follows that relay H and relay A will each be energized or ole-energized according as block 12 is unoccupied or occupied. The circuit for distant relay D is from terminal B, through contact 19 of home relay H contact 23 of auxiliary relay P contact 17 of home relay H and the winding of relay D to terminal 0. The circuit for relay P is from terminal B, through front contact 22 of relay A contact 9 or W of signals", and the windingo'f relay? to terminal 0. When relays H and D are both energized, current of normal polarity is supplied to winding 8 of signal S ,tl1e'circuit being from terminal ,B,through the front contact of relay D front'contact 18'of relay H winding 8, and

When distant relay D isJde-energized, the circuit is the same as before, except that polechanging contacts of relay D are reversed,

back contact 16 of the associated'approaeh lighting relay A as in Fig. 1.

As shown in the drawing, a train W occupies block 34E, so that signal S is in the stop position, signal S is in the caution position, and signal S is in the proceed position. Approach lighting. relay A is de-energized, so

that lamp Q of signal S is lighted and relay P? is de energized. Si al S now indicates proceed When the train W passes point 4,

the circuit for home relay H will be closed,

but relayflPtalready being de-energized, the circuit for relay D cannot close momentarily even if relay H? should remain closed until after track relay T becomes closed, so that signal S cannot momentarily assume the proceed position before changing to the caution position. a

Referring now to 4, each block oomprises onlyone track section, and this track section is provided with a track circuit including a battery 37 and track relay T and an approach. lighting relay A interposed between the battery 37 and one track rail. so that each approach lighting relay is normally de-energi'zed or becomes energized when a train enters the block. Consequently, the circuit for lamp 0 of each signal in this view includes a front contact 36 of the associated approach lighting relay A instead of a back contact of the corresponding relay, as in the preceding views. r

The track relay T for each block serves as the home relay for the associated signal, and

each signal is provided with a distant relay D front. contact 21of relay D to terminal O. I

as in Fig. 3. The circuit for distant relay D for example, is from terminal B, through contact 26 of track relay T contact 24 of auxiliary relay P cont-act 11 of track relay '1, and the winding of relay D to terminal 0. The circuit for relay P is from terminal B, through back contact 15 of approach lighting relay A contact 9 or 9 of signal S and the winding of relay P to terminal 0.

Block 3- l is occupied by a train W, so that signal S is in its stop position, signal S is in the caution position, and signal S is in the lroceed position. Approach lighting relay A is closed so that lamp C of signal S is lighted-and indicates proceed, and relay l? is tie-energized. When the train IV passes point l, it follows that relay D can not momentarily be energized to cause signal S to momentarily assume the proceed position, even if contact 26 of track relay T remains closed until after contact 11 of track relay T closes, because relay P is already open. It follows that signal S will change directly from the stop position to the caution position without momentarily assuming the proceed position.

Although I have herein shown and de scribed only a few forms of signaling systems embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is z- 1. In combination, a stretch of railway track divided into blocks, track circuits including track relays for said blocks, a signal for each block responsive to reversals of polarity of the current supplied thereto, an approach lighting relay and a pole changing relay associated with each signal, a line circuit for each signal controlled by each track relay for the associated block and including the winding of said approach lighting relay for the next signal in advance as well as the contacts of said pole changing relay for such signal in advance, and a circuit for each pole changing relay controlled by a track relay for the associated block and by a front contact of the associated approach lighting relay.

2. In combination, a stretch of railway track divided into blocks, track circuits including track relays for said blocks, a signal for each block responsive to reversals of polarity of the current supplied thereto, an approach lighting relay and a pole changing relay associated with each signal, a line circuit for each signal controlled by each track relay for the associated block and including the winding of said approach lighting relay for the next signal in advance as well as the contacts of said pole changing relay for such signal in advance, and acircuit for each pole changing relay controlled by a track relay for the associated block and by a front contact of the associated approach lighting re lay as well as by a contact operated by the associated signal and closed only when such signal gives a proceed indication.

8. In combination, a stretch of railway track divided into blocks, track circuits including track relays for said blocks, a signal for each block responsive to reversals of polarity of the current supplied thereto, an approach lighting relay and a pole changing relay associated with each signal, a line circuit for each signal controlled by each track relay for the associated block and including the winding of said approach lighting relay for the neXt signal in advance as well as the contacts of said pole changing relay for such signal in advance, a circuit for each pole changing relay controlled by a track relay for the associated block and by a front contact of the associated approach lighting relay, and a lamp for each signal controlled by a back contact ofthe associated approach lighting relay.

4. In combination, a stretch of railway track divided into blocks, track circuits including track relays for said blocks, a pole changing relay and an approach lighting relay fer each block, a signal circuit for each block controlled by each track relay for the block and including the contacts of the pole changing relay for the block next in advance as well as the winding of the approach lighting relay for the latter block, a signal for each block controlled by said signal circuit for the block and responsive to the polarity of the current supplied thereto, a circuit for each pole changing relay controlled by a track relay for the associated block, and a lamp for each signal controlled by a back contact of the associated approach lighting relay.

5. In combination, a. stretch of railway track divided into blocks, track circuits including track relays for said blocks, a pole changing relay and an approach lighting relay for each block, a signal circuit for each block controlled by each track relay for the block and including the contacts of the pole changing relay for the block next in advance as well as the winding of the approach lighting relay for the latter block, a signal for each block controlled by said signal circuit for the block and responsive to the polarity of the current supplied thereto, and a circuit for each pole changing relay controlled by a track relay and by the approach lighting relay for the associated block.

6. In combination, a stretch of railway track divided into blocks, track circuits including track relays for said blocks, a pole changing relay and an approach lighting relay for each block, a signal circuit for each block controlled by each track relay for the Ill) block and including the contacts of the pole changing relayfor the block next in advance 7 as Well as the winding of the approach-light- 2- slgnal and closed only when the signal gives a proceed indication, and a lamp for each signal controlled by a back contact of the associated approach lighting relay.

7. In combination a stretch of railway track divided into blocks, a signal for each block, an approach lighting relay for each signal responsive to the presence of a train in the block next in the rear, an auxiliary relay associated with each signal and controlled by contacts operated by the signal and also by the approach lighting relay for such signal, and a circuit for each signal controlled by traffic conditions in the associated block and by the auxiliary relay for the signal next in advance.

8. In combination, a stretch of railway track divided into blocks, track circuits in-:

cluding track relays for said blocks, a'polechanging relay for each block controlled by each track relay for the block, a signal circuit for each block controlled by the track relays for the block and including the contacts of the pole-changing relay for the block next in advance whereby current of normal or reverse polarity is supplied to such circuit according as the pole-changing relay is energized or de-energized, means operating when a track relay is de-energized to supply current 01"- reverse polarity to the signal circuit for the block next in the rear regardless of the condition of the pole-changing relay which normally controls such circuit, and a signal for each block controlled by the associated signal circuit to indicate proceed or caution according as such circuitis supplied 'with current of normal or reverse polarity.

9. In combination a stretch of railway track divided into blocks, track circuits including track relay's for said blocks, a polechanging relay for each block, a signal relay for each blockresponsive to the polarity of V the current supplied thereto, a line circuit for each signal relay controlled by each track relay for the associated block and including the pole-changing contacts ofthe pole-changing relay for the block next in advance where such circuit, a signal for each block controlled by the associated signal relayand arranged to indicate proceed or caution according as such relay is energized with-current of normal or reverse polarity, and means for controlling each pole-changing relay by the associated signal and by a track relay for the associated block.

10. In combination, a stretch of railway track divided into blocks, track circuits including track relays for said blocks, a polechanging relay for each block, a signal relay for each block responsive to the polarity of the current supplied thereto, a line circuit 7 means operating when a track relay is deenergized to su 3 3l current of reverse clarity to the line circuit for the block next in the. rear regardless of thecondition of the pole-changing relay which normally controls such circuit, a signal for each block controlled jointly by the associated polechanging relay and by the associated signal relay and arranged to indicate proceed or caution according as such signal relay is energized with current of normal or reverse -polarity,and means for controlling each polechanging relay by the associated signal and by a track relay for the associated block.

In'testimony whereof I affix my signature. LESTER E. SPRAY.

by current of normal or reverse polarity is supplied .to such circuitaccording as the polechanging relay is energized or de-energized,

means operating when a track relay is deenergized to supply current of reverse polarity to the line circuit for the block nextin the rear regardless of the condition of the pole-changing relay which normally controls 

